Front end structure for a commercial vehicle, preferably for a truck

Abstract

The invention relates to a front-end structure for a utility vehicle, preferably for a truck, and to a utility vehicle having such a front-end structure. The front-end structure comprises two lateral frame side members, a cooling module (3) arranged between the frame side members, which is supported on the frame side members via lateral swing bearings (6) having a common pitch axis, and a pendulum support (7) fixed to the cooling module (3) and directly or indirectly supported on the frame side members for absorbing a pitch movement of the cooling module. The pendulum support (7) is characterized by a rated failure point (8) which is designed to fail under a force impact (F) caused by a collision in the case of a frontal collision in order to release and / or no longer absorb the pitch movement of the cooling module (3). The rearward displacement of a cab supported on the front-end structure can thus be improved in the case of a frontal collision, thereby reducing the intrusion into the cab and increasing the safety of the occupants.

Description

Technical Field

[0001] The present invention relates to a front-end structure (Vorbaustrukture) for commercial vehicles, preferably for heavy-duty trucks, and a commercial vehicle having such a front-end structure. Background Technology

[0002] The front-end structure for commercial vehicles is specifically designed to reliably absorb collision forces while maintaining sufficient deceleration. Free space for installation, such as for the front-side cooler module, particularly for the drive unit, must be considered. In this case, it is essential that the cab or driver's compartment, supported by the front-end structure, deform in a frontal collision to ensure the driver and other occupants survive the accident without serious injury. Since most trucks are forward-controlling and therefore lack long buffer zones, the cab must be moved out of the collision zone in a frontal collision. In this situation, it has been found suitable, for optimal safety, to move the cab rearward in the opposite direction of travel until the collision barrier above the engine pack, which is positioned slightly rearward below the cab, comes to a stop.

[0003] To create a front-end structure that, in addition to providing sufficient deformation path during a frontal collision, also allows for the advantageous placement of a cooler module, published document EP 2 719 565 A1 proposes a front-end structure for commercial vehicles, including side frame longitudinal beams, a bumper crossbeam, and a crossbeam below it for underrun protection. The crossbeam carries the cooler module, which is positioned behind the bumper crossbeam and between the longitudinal beams. In this configuration, viewed from the side, the underrun protection crossbeam is offset rearward relative to the bumper crossbeam by a longitudinal displacement relative to the vehicle's outer contour, and specifically carries the cooler module.

[0004] Similarly, published document EP 2 397 391 A2 proposes a front-end structure for commercial vehicles to address this task. This front-end structure includes a lower frame structure with two longitudinal beams extending in the vehicle's longitudinal direction, a cab elastically supported above the longitudinal beams, a drive unit disposed at the front end and supported between the longitudinal beams, a cooler located in front of the drive unit when viewed from the vehicle's longitudinal direction, and a crossbeam connecting the longitudinal beams. In this case, the crossbeam is disposed below the lower edge region of the cooler and / or behind the lower edge region of the cooler in the vehicle's longitudinal axis direction.

[0005] EP 972 700 A2 describes a cab suspension for commercial vehicles, which includes a stabilizer rocker arm that is connected to the frame at the rear end via a bearing housing and to the cab at the front end via a spring damper.

[0006] However, this design cannot guarantee reliable cab retraction in the event of a collision under all circumstances. Summary of the Invention

[0007] Therefore, the object of the present invention is to provide a front-end structure for commercial vehicles that exhibits better collision behavior than existing technologies. Specifically, the object of the present invention is to create a front-end structure that is advantageous in terms of structure and manufacturing technology, enabling the cab to move sufficiently rearward in a frontal collision and allowing for an advantageous arrangement of the cooler module.

[0008] This task is accomplished by the front-end structure according to the invention. Advantageous extensions are described in the description of the preferred embodiments and with reference to the accompanying drawings.

[0009] The aforementioned front-end structure is suitable as a front-end structure for commercial vehicles, preferably heavy-duty trucks. The front-end structure includes two lateral frame longitudinal beams of a commercial vehicle's chassis (ladder frame). The front-end structure also includes a cooling module disposed between the frame longitudinal beams, which is directly or indirectly supported on the frame longitudinal beams via lateral pivot bearings having a common pitch axis. Therefore, the pivot bearings can be fixed at the connection points where the frame longitudinal beams are fixed, either directly to the frame longitudinal beams themselves or via fixing components disposed on the frame longitudinal beams.

[0010] The front-end structure also includes a swing-type support fixed to the cooling module and directly or indirectly supported on the side of the frame longitudinal beam, used to absorb the pitch movement of the cooling module.

[0011] In this case, the pendulum support has a rated failure point, such as a rated fracture point, which is designed to fail under the force impact caused by the collision in a frontal collision, so as to release and / or no longer absorb the pitch motion of the cooling module.

[0012] The aforementioned front-end structure features enable the cooling module to exhibit favorable collision behavior, thereby increasing the rearward displacement of the cab in the event of a frontal collision. In a frontal collision, the automatic failure of the swing-arm support causes the cooling module to pitch or swing in the longitudinal direction of the frame, thus releasing a greater range of rotation than if the swing-arm support were intact. Consequently, elements of the cab support structure positioned in front of the cooling module, such as the stabilizer rocker, are further moved rearward by the impact force caused by the collision, thus increasing the rearward displacement of the driver's cabin in a frontal collision.

[0013] The front-end structure should be understood as the structure of the front region of a commercial vehicle, including partial support structures and front support components for the cab. The force impact caused by a frontal collision during a frontal collision can include a predetermined or critical force or energy effect on the front-end structure, particularly on the cooling module, during an impact or frontal collision.

[0014] In a particularly preferred embodiment, the cooling module has a precooler and a rearcooler, the rearcooler preferably being arranged in a plane parallel to the precooler. The terms "precooler" and "rearcooler" refer to their general meaning in the case of a front-end structure arranged in the front region of a commercial vehicle, i.e., the precooler is positioned in front of the rearcooler when viewed from the forward direction of travel of the commercial vehicle. For better distinction, the precooler will also be referred to hereinafter as the first cooler, and the rearcooler as the second cooler. In this preferred embodiment, the first and second coolers are connected to each other by a hinged connection. In this case, movement of the second cooler relative to the first cooler via the hinged connection is prevented by a mechanical guard. This mechanical connection is characterized by having a rated failure point, such as a rated breakage point, designed to fail under the impact force caused by a frontal collision, thereby releasing movement of the second cooler relative to the first cooler via the hinged connection. By means of this second rated failure point of the front-end structure, the obstruction forming the cooling module by the first and second coolers is automatically broken in the event of a collision, allowing the two coolers to move in a controlled manner relative to each other via the hinged connection in the event of a collision.

[0015] Therefore, in the event of a frontal collision, the rotation range of the cooling module can be further increased, thereby further increasing the rearward displacement of the cockpit.

[0016] In a variant of this embodiment, the mechanical guard is implemented via a rigid connecting member having a rated fracture portion, the rigid connecting member being arranged between and rigidly connected to the two coolers. The rigid connecting member can, for example, be designed as a web with a rated fracture portion. This makes the implementation of the mechanical guard cost-effective and space-saving. The mechanical guard can therefore be structurally separate from the hinged connection. However, alternatively, the mechanical guard can also be structurally integrated into the mechanical guard.

[0017] The rated fracture point can be formed by a suitably implemented geometry of the rigid connection member, which causes the connection member to fracture when a critical force acting on it in a frontal collision is exceeded. This geometry can be implemented, for example, in the form of a narrow section. An alternative implementation of the suitably implemented geometry can specify that the cross-section of the entire connection member (e.g., a truss) is weakened to form the rated fracture point. Alternatively, the rated fracture point can be implemented by a latching connection that automatically disengages or is broken upon impact.

[0018] The front-end structure may also have, in a manner known per se, an anti-diving device, also known as an anti-diving element, disposed below the longitudinal beams of the frame. This anti-diving device is designed to prevent smaller vehicles (cars, two-wheelers) from traveling from the front under the superstructure, wheels, or chassis of the commercial vehicle in the event of a road traffic accident.

[0019] In one embodiment, the anti-drilling device is positioned below the lower region of the first cooler and at the height of the lower region of the second cooler. This provides the advantage that, in the event of a frontal collision, if the swing support fails due to its rated failure point, the precooler can be rotated outwards via the anti-drilling device, thereby improving rearward displacement of the cockpit.

[0020] In this configuration, the dimensions of the front-end structure are set such that, preferably in a frontal collision, under the impact force caused by the collision and after the pendulum support and the mechanical guard fail at their respective rated failure points, the lower region of the first cooler swings forward over the anti-drilling device, and the second cooler moves rearward, for example, by swinging, via the hinged connection. This can be achieved, for example, by designing the rated failure point of the mechanical guard between the first and second coolers such that when the second cooler impacts the anti-drilling device with its lower region in a frontal collision, the rated failure point fails, thereby allowing the first cooler to swing over the anti-drilling device by the impact force without being blocked by the larger aftercooler.

[0021] In one embodiment, the swing support is implemented as at least one coupling rod. The coupling rod may have a fixed hinge at its end. Alternatively or additionally, the coupling rod may be constructed to be rigid and extend substantially in the frame longitudinal direction and / or in the vehicle longitudinal direction. The rated failure point of the swing support can be implemented through geometric design, for example, in the form of a narrow section of the coupling rod that causes the coupling rod to break under the typical forces present in a frontal collision. The frame longitudinal direction should be understood as the longitudinal direction of the frame longitudinal beams, which corresponds to the vehicle longitudinal direction.

[0022] In one embodiment, the swing support is directly fixed to at least one frame longitudinal beam on the vehicle side or fixed to a component fixed to the frame longitudinal beam. Such a component may be, for example, a front underrun protection device, a bracket for the front underrun protection device, or a drive unit or battery module arranged between the frame longitudinal beams.

[0023] In another embodiment, the hinged connection for connecting the first cooler and the second cooler is arranged at the upper regions of the first cooler and the second cooler and is implemented as a swing connection. This advantageously allows the lower region of the first cooler to swing forward and / or the lower region of the second cooler to swing backward after the mechanical protective device fails in a frontal collision, thereby releasing a greater range of rotation for the cooling module in the event of a frontal collision.

[0024] In a preferred embodiment, the first cooler is a boosted air cooler or a coolant cooler, and the second cooler is a coolant cooler, such as a water cooler. Furthermore, the first and second coolers may be arranged sequentially.

[0025] The front-end structure may also have a U-shaped stabilizer rocker arm in a manner known per se, the rocker arm being hinged to a bearing housing in its rear end region, the bearing housing being fixed relative to the frame longitudinal beams. In this case, a cooling module is located behind the stabilizer bar of the stabilizer rocker arm.

[0026] The stabilizer rocker arm may have outriggers on each of its two outer sides arranged substantially along the longitudinal beam direction of the frame, wherein these outriggers are connected in their frontal region by stabilizer bars extending transversely to the longitudinal beam direction of the frame and supported in their rearal region on bearing seats arranged on one of the longitudinal beams of the frame. The stabilizer rocker arm can support the cab supported on the front structure in both longitudinal and transverse directions, but allows spring movement in the vertical direction, i.e., in the direction of the vehicle's vertical axis. Therefore, the stabilizer rocker arm is also referred to as the cab bearing rocker arm.

[0027] In a preferred variant, the stabilizer bar is positioned at the height of the upper half of the cooling module, more preferably at the upper third of the height. In other words, the stabilizer bar extends laterally across the upper half of the cooling module, so that in the event of a frontal collision, the stabilizer bar presses against the upper half of the front side of the cooling module.

[0028] The front-end structure can be configured such that, in a frontal collision, the rearward displacement space of the stabilizer rocker arm is increased by the failure of the pendulum support at its rated failure point and the failure of the mechanical protection device at its rated failure point under the impact force caused by the collision, thereby increasing the rearward displacement of the cab supported on the front-end structure in a frontal collision.

[0029] The present invention also relates to commercial vehicles including the front-end structure as described in this document. A commercial vehicle is a vehicle designed and equipped for transporting people, goods, or towing trailers. Thus, such vehicles may be, for example, trucks, semi-trailer trucks, and / or buses.

[0030] The preferred embodiments and features of the present invention described above can be combined with each other in any way. Further details and advantages of the present invention are described below with reference to the accompanying drawings. Attached Figure Description

[0031] Figure 1 A perspective view of the front-end structure according to an embodiment of the present invention is shown;

[0032] Figure 2 A schematic side view of the height of the front end structure in its undeformed initial state according to an embodiment of the present invention is shown;

[0033] Figure 3 The image shows the first deformation state during a frontal collision. Figure 2 The view;

[0034] Figure 4 The second deformation state during a frontal collision is shown. Figure 2 The view; and

[0035] Figure 5 Commercial vehicles are shown.

[0036] In all the accompanying drawings, the same or equivalent elements are indicated by the same reference numerals and some of them are not described separately. Detailed Implementation

[0037] Figure 1 A perspective view of the front-end structure 1 of a commercial vehicle is shown. Figure 4 The example shown is only in the form of a truck 17.

[0038] Figure 1 The front-end structure 1 shown includes, in a manner known per se, two lateral frame longitudinal beams 2 and a cooling module 3 arranged between the frame longitudinal beams.

[0039] The cooling module 3 has a front first cooler 4 and a rear second cooler 5 arranged parallel to the plane of the first cooler. The two coolers 4 and 5 are implemented as plates. In this case, the first cooler 4 is a boost air cooler, and the second cooler 5 is a cooling medium cooler, such as a water cooler. A coolant cooler 6 is connected to a coolant circuit (not shown) of the vehicle's internal combustion engine, while the boost air cooler 4 is used to cool the boosted combustion air of the internal combustion engine. The cooling module may include additional components, such as a condenser for an air conditioning coolant circuit. The internal structure and fluid connections of the two coolers 4 and 5 can be implemented in ways known per se and do not need to be described in detail here.

[0040] exist Figure 1 The diagram also shows a front crossbeam 16, through which the front sections of the two frame longitudinal beams 2 are interconnected. The front end structure 1 also includes an anti-drilling device 12 or anti-drilling profile, which is arranged below the front crossbeam 3 and below the frame longitudinal beams 2 and is essentially composed of tubular material that is slightly U-shaped on the left and right sides and bent in the opposite direction of travel. The anti-drilling device 12 can be fixed to the front section of the frame longitudinal beam via a bracket, or fixed to a bearing seat or connecting bracket fixed to the front section of the frame longitudinal beam 2.

[0041] The front-end structure 1 also has a U-shaped stabilizer rocker arm 14, which is hinged to a bearing housing 15 in its rear-end region. The bearing housing 15 is fixed relative to the frame longitudinal beam and extends above the frame longitudinal beam 2 along the vehicle's vertical axis. Each of the two outer sides of the stabilizer rocker arm 14 has a support leg 14b arranged substantially in the direction of the frame longitudinal beam. The support legs 14b are connected in their front-end region by a stabilizer bar 14a extending transversely to the direction of the frame longitudinal beam and are respectively hinged to one of the bearing housings 15 in their rear-end regions. The stabilizer bar 14a is arranged in front of the cooling module 3 and at the height of the upper half of the cooling module 3.

[0042] The front structure 1 serves as the front support (not fully shown here) for the cab (not shown) of the truck. In this case, in a manner known per se and exemplarily only, the cab can be fixed at the front to two connecting brackets, which are hinged to two spring-dampened legs, cushioned relative to the frame longitudinal beams 2 via the two spring-dampened legs, and laterally guided and pivotably tilted for tilting on the U-shaped stabilizer rocker arm 14. The connecting brackets can consist of two parts, namely an upper support portion and a lower support portion, wherein the cab is fixed to the upper support portion, the spring-dampened legs are hinged at one location on the lower support portion, and the stabilizer rocker arm 14 is hinged at another location.

[0043] The entire cooling module 3 is supported relative to the commercial vehicle by the front first cooler 4. For this purpose, the cooling module 6 is supported on the side of the frame longitudinal beam via the front first cooler 4 and a lateral swing bearing 6 having a common pitch axis. Figures 2 to 4 This can be better seen in the diagram. The oscillating bearing 6 has a hinge point through which the oscillating shaft, extending perpendicular to the plane of the drawing (i.e., in the y-direction), passes. The cooling module 3 can therefore oscillate around this oscillating shaft through the hinge point.

[0044] It also provides a pendulum support 7, which in Figure 1 The middle is covered by the longitudinal beam 2 of the frame, but Figure 2 It is illustrated schematically. For example... Figure 2 As can be seen, the swing support 7 is fixed to the cooling module 3 at one end and supported on the side of the frame longitudinal beam at the other end. The swing support 7 thus absorbs the pitch movement of the cooling module 4 caused by vibration, impact, etc. during driving. The swing support 7 can be implemented as a tension rod or a coupling rod hinged to its end region.

[0045] The swing-type support extends primarily in the direction of the frame longitudinal beams or in the longitudinal direction of the vehicle. This direction is... Figure 2 The x-axis represents the direction of the vehicle's vertical axis. The y-axis represents the direction of the vehicle's vertical axis.

[0046] The pendulum support 7 has a rated fracture portion 8, which is designed such that, in a frontal collision, the pendulum support breaks at the rated fracture portion 8 under the impact force F caused by the collision, thereby releasing and / or ceasing to absorb the pitch motion of the cooling module 3. The rated fracture portion is therefore designed to break when a force is applied to the pendulum support or the rated fracture portion, typically occurring in a frontal impact event or collision. The rated fracture portion 8 can be implemented through geometric design, for example, in the form of a narrow section of the pendulum support 7.

[0047] like Figure 2 The diagram also schematically shows that the first and second coolers 4 and 5 are connected to each other by means of a hinged connection 9. In the present case, the hinged connection 9 is arranged in the upper region of the first and second coolers 4 and 5 and is implemented as a swinging connection in the form of a rotary hinge device, the swinging axis of which corresponds to a swinging axis extending perpendicular to the plane of the drawing, i.e., in the y direction.

[0048] However, in the initial state, the movement of the second cooler 5 relative to the first cooler 4 is prevented by a mechanical guard 10, which is implemented as a rigid connecting member 10, arranged between the two coolers 4 and 5 and fixedly connected to the two coolers. The connecting member 10 can be implemented as a rigid web or a support.

[0049] The mechanical protective device or connecting component 10 also has a rated fracture portion 11, which is designed to fracture under the force impact F caused by the collision in a frontal collision, thereby releasing the movement of the second cooler 5 relative to the first cooler 4 via the hinged connection 9. The rated fracture portion 11 can be implemented through geometric design, for example, in the form of a narrow portion of the connecting component 10.

[0050] Figure 2 The initial state of the front-end structure 1 prior to a frontal collision event is shown, in which the pendulum support 7 and the mechanical protection device 10 are both intact, i.e., they have not broken at their rated fracture sites 8 and 11, respectively.

[0051] on the contrary, Figure 3 It shows Figure 2 The view shows the first deformation state during a frontal collision, where the pendulum support 7 has already broken at the rated fracture point 8 due to the force F caused by the impact in the frontal collision. In the frontal collision, the stabilizer bar 14a of the stabilizer rocker 14 is pressed against the upper front region of the precooler 4 due to the impact. The force F causes the pendulum support 7 to break at the rated fracture point 8.

[0052] Accordingly, the cooling module 3 can pitch about the swing axis of the swing bearing 6, with the upper part of the cooling module 3 swinging backward and the lower part swinging forward. However, the two coolers 4 and 5 remain rigidly connected by the mechanical guard 10.

[0053] Because the anti-drilling device 12 extends below the lower end region 4a of the first cooler 4 but to the height of the lower end region 5a of the second cooler 5, the lower part 5a of the second cooler 4 impacts the anti-drilling device 12. This causes the mechanical protection device 10 to break at the rated fracture point 11.

[0054] This led to Figure 4 The situation is shown in the diagram. After the rated fracture point 11 breaks, this rated fracture point releases a further range of rotation for the cooling module 3. The two coolers 4 and 5 are now only connected at the hinged connection 9, so that the precooler 4 swings further due to the force F caused by the impact of the stabilizer bar 14a, causing the upper region of the first cooler to move further rearward, thereby releasing more deformation space for the stabilizer bar 14a. The lower region 5a of the aftercooler 5 can swing away from the lower region 4a of the precooler 4.

[0055] This increases the rearward displacement space R available for the stabilizer rocker arm 14 in the event of a collision, and thus increases the rearward displacement space of the cab for connecting to the stabilizer rocker arm.

[0056] Therefore, the front-end structure shown enables an increase in the rearward displacement space of the stabilizer rocker arm 14 under the impact force caused by the collision in a frontal collision, through the failure of the pendulum support 7 at its rated failure point 8 and the failure of the mechanical protection device 10 at its rated failure point 11. This increases the rearward displacement of the cab 18 supported on the stabilizer rocker arm 14 in a frontal collision. As a result, the cab can move further away from the collision zone in a frontal collision. Due to the greater rearward displacement of the cab compartment, intrusion into the cabin during a collision is significantly reduced, and the occupant survival space is significantly increased.

[0057] This invention is not limited to the preferred embodiments described above. Rather, numerous variations and modifications are possible, which also utilize the spirit of this invention and therefore fall within the scope of protection.

[0058] List of reference numerals

[0059] 1. Front-end structure

[0060] 2. Frame longitudinal beams

[0061] 3 Cooling Module

[0062] 4 First Cooler

[0063] 4a Lower area of ​​the first cooler

[0064] 5 Second Cooler

[0065] 5a Lower area of ​​the second cooler

[0066] 6. Swing bearing

[0067] 7. Pendulum support components, such as those at the rated fracture point.

[0068] 8. Rated failure location

[0069] 9. Hinged connection

[0070] 10. Mechanical protective devices

[0071] 11. Rated failure location, such as rated fracture location.

[0072] 12. Drilling collision prevention device

[0073] 13 stents

[0074] 14 Stabilizer joysticks

[0075] 14a stabilizer bar

[0076] 14b outriggers

[0077] 15 Bearing housing

[0078] 16 Front crossbeams

[0079] 17 Commercial vehicles

[0080] 18. Driver's cab

[0081] F Force impact during a head-on collision

[0082] R backward displacement space

Claims

1. A front-end structure (1) for a commercial vehicle, comprising: a) Two lateral frame longitudinal beams (2); b) A cooling module (3) is arranged between the longitudinal beams of the frame, the cooling module being supported on the side of the longitudinal beams of the frame via a lateral swing bearing (6) having a common pitch axis; c) A swing-type support (7) fixed to the cooling module (3) and directly or indirectly supported on the side of the frame longitudinal beam, for absorbing the pitch motion of the cooling module, wherein the swing-type support (7) has a rated failure point (8) designed to fail under the force impact (F) caused by the collision in a frontal collision, so as to release and / or no longer absorb the pitch motion of the cooling module (3), wherein, d) The cooling module (3) has a first cooler (4) at the front and a second cooler (5) at the rear. e) The first cooler (4) and the second cooler (5) are connected to each other by means of a hinged connection (9); and f) Movement of the second cooler (5) relative to the first cooler (4) via the hinged connection (9) is prevented by a mechanical guard (10) having a rated failure point (11) designed to fail under the force impact (F) caused by the collision in a frontal collision situation, so as to release the movement of the second cooler (5) relative to the first cooler (4) via the hinged connection (9).

2. The front-end structure (1) according to claim 1, wherein the mechanical protection device (10) is implemented by a rigid connecting member having a rated fracture portion (11), the rigid connecting member being arranged between the two coolers (4, 5) and rigidly connected to the two coolers.

3. The front-end structure (1) according to claim 2, wherein the rated fracture portion (11) is formed by geometric design or implemented by a latch connection that automatically disengages or is destroyed in the event of a collision.

4. The front end structure (1) according to any one of claims 1 to 3 further includes an anti-drilling device (12) disposed below the longitudinal beam (2) of the frame.

5. The front-end structure (1) according to claim 4, wherein the anti-drilling device (12) is arranged below the lower end region (4a) of the first cooler (4) and at the height of the lower end region (5a) of the second cooler (5).

6. The front-end structure (1) according to claim 5, wherein the dimensions of the front-end structure (1) are set and the front-end structure (1) is designed such that, in the event of a frontal collision, under the force impact caused by the collision and after the failure of the pendulum support (7) and the mechanical guard (10) at their respective rated failure sites (8, 11), the lower region (4a) of the first cooler (4) swings forward above the anti-drilling device (12), and the second cooler (5) swings backward via the hinge connection (9).

7. The front-end structure (1) according to any one of claims 1 to 3, wherein the pendulum support (7) is implemented as at least one coupling rod, the coupling rod a) It has a fixed hinge device at its end; and / or b) It is constructed to be rigid and extends substantially in the direction of the frame longitudinal beams and / or in the longitudinal direction of the vehicle.

8. The front-end structure (1) according to any one of claims 1 to 3, wherein the swing support (7) is directly fixed to at least one frame longitudinal beam (2) on the vehicle side or fixed to a component fixed to the frame longitudinal beam.

9. The front-end structure (1) according to any one of claims 1 to 3, wherein the hinged connection (9) is arranged at the upper end region of the first cooler and the second cooler and is implemented as a swing connection.

10. The front-end structure (1) according to any one of claims 1 to 3, wherein a) The first cooler (4) is a booster air cooler or a coolant cooler, and the second cooler (5) is a coolant cooler; and / or b) The first cooler (4) and the second cooler (5) are arranged in sequence.

11. The front-end structure (1) according to any one of claims 1 to 3 further includes a U-shaped stabilizer rocker arm (14), the stabilizer rocker arm being hinged to a bearing housing in its rear end region, the bearing housing being fixedly arranged relative to the frame longitudinal beam, wherein the cooling module is arranged behind the stabilizer bar (14a) of the stabilizer rocker arm.

12. The front-end structure according to claim 11, wherein the stabilizer rocker arm (14) has a leg (14b) arranged substantially along the longitudinal beam direction on each of its two outer sides, wherein the leg (14b) is connected in its front-end region by a stabilizer bar (14a) extending transversely to the longitudinal beam direction and is supported in its rear-end region on a bearing seat (15) arranged on one of the longitudinal beams (2) of the frame.

13. The front-end structure (1) according to claim 12, wherein the failure of the swing support (7) at its rated failure location (8) under the force impact (F) caused by the collision in a frontal collision increases the rearward displacement space of the stabilizer rocker (14) to increase the rearward displacement of the cab (18) supported on the front-end structure (1) in a frontal collision.

14. The front-end structure (1) according to claim 1, wherein the plane of the second cooler is arranged parallel to the first cooler.

15. The front-end structure (1) according to claim 2, wherein the rigid connecting member is a web.

16. The front-end structure (1) according to claim 8, wherein the component is a front anti-drilling device or a bracket for the front anti-drilling device, or a drive device or battery module arranged between the longitudinal beams (2) of the frame.

17. The front-end structure (1) according to claim 10, wherein the coolant cooler is a water cooler.

18. The front-end structure (1) according to claim 12, wherein the stabilizer bar (14a) is arranged at the height of the upper half of the cooling module (3).

19. The front-end structure (1) according to claim 13, wherein the failure of the swing support (7) at its rated failure location (8) and the failure of the mechanical protection device at its rated failure location under the force impact (F) caused by the collision in a frontal collision increases the rearward displacement space of the stabilizer rocker arm (14) to increase the rearward displacement of the cab (18) supported on the front-end structure (1) in a frontal collision.

20. A commercial vehicle (17) comprising a front-end structure (1) according to any one of the preceding claims.

21. The commercial vehicle (17) according to claim 20, wherein the commercial vehicle (17) is a truck.

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